Air-brake.



m. 660,650. Patanft ad Oct. 30, I900.

- J.. E. NORMAND.

' AIR BRAKE.

(Appl icafion filed S ept. 21, 1899.)

4 Sheets-Shoat I.

(I0 Model WITNESSES: fjzi '4 .ATTORNEY we nonms PETERS co, vncn'u uwouWASHINGTON, o. c.

' Phtontd (lot. 30, I900.

J. E. NURMAND;

AIR BRAKE.

(Application filed. Sept. 21, 1899.)

4 Sheets-Sheet 2.

(No Model.)

AIR BRAKE.

(Application filed Sept. 21, 1899.)

4 Sheets-Sheet 3.

(No Model.)

!I///,,/// m\\%, I .w A ML WW M m $-66 W x m. 6.11 Q. Ma.\ M w .W W-ii\\ W f r L W m W No. 660,650. Patented Oct. 30, I900.

J. E. NORMAND.

AIR BRAKE. v

(No Mndel.) I ppm m a Sept. 21' 1899') 4 Sheets-Sheet 4. 4 f 1 j E 4%awakening 5 16/ 2 .4 2 76 I 30 lag 4 9 (26' y? E w 4 i 5% ea z i aerateI 27 i i /7 a i fads'erw'ae L 7 k 6% 6 i "WK. i E X Q 1%. I 70 /7 V 6 Li l emegyency I 7 I; 27,

. P26 ay/ rease WITNESSES: -31 INVENTOR V l 4M,

ATTORNEY UNTTED STATES PATENT CFFICEC JOSEPH E. NORMAND, OF WATERTOWVN,NEW YORK, ASSIGNOR OF ONE- HALF TO JOSEPH R. ELLICOTT, OF NYACK, ANDCHARLES A; BALL, OF NEi/V YORK, N. Y.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent N 0. 660,650. dated October30, 1900. Application filed September 21, 1899 Serial No. 731,182. (Nomodel.)

To aZZ whom, it may concern: ries of d iagrammatic views illustratingtheva Be it known that I, JOSEPH E. NORMAND, rious positions oftheemergency and gradua citizen of the United States of America, and ationvalves with their respective ports under a resident of Watertown,Jefierson county, different conditions of train-pipe pressure. 55 5State of New York, have invented certain Similar reference charactersdesignate cornew and useful Improvements in Air-Brakes, responding partsin all the figures. of which the following is a specification. Referencecharacter 1 designates the train- .My invention relates to improvementsin pipe; 2, the engineers valve; 3, themain resair-brakes, andparticularlytoimprovements ervoir. All of these are too well known to 60IO in such system of air-brakes as is known as require detailillustration or description and the automatic system, in which brakesare are shown merely diagrammatically in Fig. 1 applied or releasedunder the control of a soto show their relationship to other partsconcalled triple valve operated under condistituting this invention.They may be tions of variations in pressurein a train-pipe. any desiredor well-known form. 65 I My invention consists in improvements inReferring now more particularly to Figs. 2 the construction andoperation of a tripleand 3, referencecharacter 4 designates a valvemechanism, in the employment of an service or auxiliary reservoirthat isto say, auxiliary reservoir in combination with a auxiliary to the mainreservoir 3. 5 desigservice-reservoir, in an improved form of nates whatI term a reinforcing-reservoir, 7o combined service-reservoir,reinforcing-resand 6 a brake-cylinder. I preferably make ervoir, andbrake-cylinder, and in certain and have so shown the service-reservoir,renovel and improved forms and details of con inforcing-reservoir, andbrake-cylinder in one struction and combination of parts, as shallcasting, the service and auxiliary reservoirs hereinafter be more fullydescribed. surrounding the brake-cylinder and sepa- 75 I will nowproceed to describe an air-brake rated ordivided from each other bylongitumechanism embodying my invention and dinal diaphragms 5. (Seeparticularly Fig. will then point out the novel features in 3.) Theconstruction of the reservoirs and claims. cylinder in this manner formsan exceedingly In the drawings, Figurel is a diagrammatic compact anddesirable arrangement, entirely 80 view of such portions of an air-brakesystem doing away with all pipe connections except as are necessary tothe clear understanding that of the train-pipe. Ihave designated the ofmy invention. Fig. 2 is a central verticombined reservoirs and cylinderas a whole cal section through my improved combined by the referencecharacter 7. service-reservoir, emergency-reservoir, and Referencecharacter 8 designates the triple 8 5 brake-cylinder, but with one ofthe heads valve as a whole. The said triple valve is thereof removed.Fig. 3 is a transverse secshown clearly and in detail in Figs. 4, 5, andtion of the same. Fig. 4c is a central vertical. 6, to which referenceis now more particusection through the triple-valve mechanism larlymade. T and the cylinder-head to which it is secured, Referencecharacter 9 designates a head or o said cylinder-head being the onewhich is recover for the combined reservoirs and brakemoved from Fig. 2,showing alsoa small porcylinder, and to this cover is preferably setionof the reservoirs and brake-cylinder. curedthecasingof thetriple valve8,asshown. Fig.6 is a central horizontal section of the The train-pipe 1is connected to the said same. Fig. l) is a transverse section on thevalve-casing andcommunicates with the 5 5 line 6 b of Fig. 5. Fig. 7 isa detail face chamber 1.

view of an emergency-valve employed. Fig. 10 designates anemergency'piston mount- 8 is a detail face view of a graduation-valve edfor the sake of convenience within a cyemployed. Fig. 9 is a detailsectional view lindrical bore 50, provided within the head illustratinga slight modification in which or cover 9. In this cover is alsoarranged a [0O 50 the local train-pipe exhaust is to the atmosport 11,which communicates with the servpherc. Figs. 10, ll, l2, l3, and 1a area seice-reservoir and a chamber behind the emergency-piston. The spaceinclosed by the partially-cylindrical bore of the triple-valve casingand in which the emergency-valve and the graduation-valve 26, to behereinafter more fully described, are arranged to reciprocate isdesignated by the reference character 12. A small port 13 is arranged inthe emergency-piston 10, whereby air from the service-valve is allowedto flow into the space 12. As will be seen more clearly in Fig 5, thehead or cover 9 is further provided with a port forming part of apassage 14, which leads from the brake-cylinder toa brake-cylinder space15. (See Figs. 4, 5, and 6.) A valve 16 is arranged in the passage 14,springclosed to prevent the flow of air from the brake-cylinder to thespace 15, but adapted to permit the passage of air from the said spaceto the brake-cylinder.

l7designates a port in open communication with the train-pipe, and 18 isa port opening from the interior space 12 to a discharge-passage 42, tobe hereinafter described.

19 designates a passage in open communication With thereinforcing-reservoir, the said passage passing through the casing ofthe triple valve 8 and the head or cover 9, as seen more clearly byreference to Fig. 5.

20 designates the before-mentioned emergency-valve, a face View of whichis shown in Fig. '7, in which view the valve is shown removed from itscasing. The said valve has a passage 21, which when in correct relativeposition therewith forms a crossoverport joining ports 17 18. The saidpassage 21 may be termed an emergency-passage, as it is only used for anemergency stop, as will presently be explained.

22 designates the emergency service-reservoir port and which is adaptedto register with the emergency-port 51, communicating with theservice-reservoir passage15.

Reference character 23 designates a post or stem preferably and hereshown as integral with the valve 20. In the closed or running positionof the valve, in which position it is shown in Fig. 4, the said stembears against a pin 24, mounted in the valve-casing, and by reason ofthe inclinedface of the stem causes the valve to be held firmly seated.Such means might be necessary when releasing, the train--pipe at suchtime being under greater pressure than the service-reservoir.

25 designates a spring acting to return the piston 10 andemergency-valve 20 to normal running position. g

designates a pin by which the valve 20 is secured to the stem of thepiston 10. Thepin is a loose tit and permits asmall relative movementwhereby the valve is permitted to seat itself.

26 is the graduating-valve, a detail face view of which is shown in Fig.8. It has a crossover exhaust-port 27, reinforcing-port 28, andequalizing feed-port 29.

30 designates a port in the triple-valve casing leading from theinterior thereof to the outer atmosphere, and 31 designates a portleading from the interior of the casing to the brake-cylinder throughthe port 14. When in running position, the crossover-port 27 connectsthe two ports 30 31 and holds the brakecylinder open to the atmosphere.At such time also the equalizing feed-port 29 is opposite a port 49 inthe casing which communicates with the reinforcing-reservoirthrough thepassage 19. The effect of this is to maintain a balance of pressurebetween the reinforcing-reservoir-and the'service-reservoir.

32 designates a grad nation-piston mounted in asuitable cylindricalextension of the valvecasing, as shown. The valve 26 is arranged betweentwo lugs 32 32 of the piston-stem, and hence pal-takes ofits movement. Aspring 33, secured to a pin 34 upon the valve, keeps the said valve upto its seat.

36 designates a spring mounted in the head 37 of the triple valve andagainst which a projection 32 of the piston 32 is adapted to hear whenmoved in an opposite direction to that in which it is shown in Fig. 4. Acompletion of the movement in such direction will compress the spring36, which will then have a tendency to force the piston 32, and with itthe valve 26, in the opposite direction. The strength of the spring 36is arranged to be such that when the service-reservoir 4 and thebrake-cylinder 6 have equalized the said spring shall act to move thesaid piston 32 back again a limited distance. This springstop or itsequivalent is desirable, though not absolutely essential, as by a propermanipulation of the engineersvalve the operator '40 arranged to returnthe said piston to its normal position, in which position it is illustrated in Fig. 2. It is understood that to set the brakes air underpressure is admitted into the brake-cylinder between the head or cover 9and the piston 38, and the spring 40: is compressed by the movement ofthe piston. Then the brakes'are released uponthe exhaust of air from thecylinder and-the return of the piston by the spring 40. Furtherdescription of this or illustration of the brakes proper, the equalizingsystem of levers, foundation-rigging, &c., is unnecessary, as being wellknown and forming no part of this invention.

Referring back now to the discharge-passage42, before mentioned, it willbe noted by reference to Fig. 4 of the drawings that the said passagecommunicates with the servicereservoir port 11 through check-valve 41and port 43. The said check-valve prevents the discharge of air from theservice-reservoir;

but at such times as the crossoverpassage 21 toward the saidservice-reservoir through 17 21 18 42 41 43 and will mingle with the airflowing through 45, 50, and 12, and thus into the brake-cylinder. Alight spring may be used to return the valve 41 to its seat; but suchspring is not considered necessary and is not shown.

The operation of the device is as follows: The normal position of theparts are as illustrated in Figs. 3 to 10, inclusive. Air under pressureis in the traiirpipe, the service-reservoir, and thereinforcing-reservoir. All three are equalized. The reinforcing and theservice reservoirs are equalized through 11 45 13 50 12 29 49 19. Thetrain-pipe is equalized therewith through a small port 47, which permitsair to leak past the piston 32, which port is the feed-port for theservice and reinforcing reservoirs. The brake cylinderii is open to theatmosphere through 14 31 27 30, while the ports 48 and 51, which leadfrom the valve-chamber 12 to the brakecylinder through 16, 15, and 14,are ,closed by the valves 26 and 20, respectively. If now it be desiredto apply the brakes for an ordinary service stop, the requisite quantityof air will be vented from the train-pipe 1, which will bring thepressure in the said train-pipe below the pressure in the servicereservoir and in the valve-chamber12. This will cause thegraduation-piston 32 to move outwardly from its normal position, firstcutting off feed-port 47. The graduation-valve 26 moves with the piston32 and the first movement thereof will close ports 30 and 31, therebyshutting off brake-cylinder exhaust. Further movement of the sameuncovers the service-port 48, which communicates from the valve-chamber12 to the passage 15, permitting air to flow from the service-reservoirinto the brakecylinder. While this is taking place, the port 49 isclosed by the valve 26 and the reinforcing-reservoir is closed fromcommunication with the valve-chamber 12, and hence from theservice-reservoir. The position of the parts is now as illustrated inFig. 11 of the drawings. The parts remain in this position until thepressure in the service-reservoir falls below that of the train-pipe.The graduation-piston and valve therewith will then return toward theirnormal position and about to such position as shall cause further flowof air from the service-reservoir to be prevented. The pressure alreadyin the said brakecylinder may be maintained, however, as long asdesired. By venting a small quantity more air from the train-pipe thegraduation-valve may now be moved outwardly to increase thebrake-pressure, or by slightly recharging the train-pipe the gradnation-valve may be moved till the ports 30 31 are partially incommunication through port 27 in the valve 26 and the airin thebrake-cylinder allowed to leak slowly to the atmosphere. Fig. 14illustrates the parts in this position. When the parts are in thisposition, the air will leak but very slowly from the brake-cylinder tothe atmosphere, and such leak may, if desired, be quickly stopped byagain venting air from the train-pipe. The engineer is thus enabled tograde his brakepressure up and down at will by venting a small quantityof air from or into the train-pipe at the engineers valve. As will beseen by reference to Fig. 14, the ports 29 and 49 are beginning to comeinto register during the partial release position of the ports 30 31 27.Thus the reinforciug'reservoir will partially recharge theservice-reservoir at this time to keep the said reservoir up totrain-pipe pressure. This will cause a very gradual exhaust, resultingin a gradual release of the brakes, which is highly desirable. For afull service stop the engineer will vent the train-pipe below theservice-reservoir pressure after the air in the said service-reservoirhas been entirely expanded into the brakecyliuder and the saidbrake-cylinder and service-reservoir have been equalized. This willcause the graduation-piston 32 to complete its full stroke, compressingthe spring 36 and bringing into communication ports 49 and 31 throughvalve-port 28. Air from the reinforcing-reservoir will now flow into thebrakecylinder through 19, 49, 28, 31, and 14, as well as from theservice-cylinder through 11, 45, 13, 50, 12, 48, 15, 16, and 14. For anemergency stop the engineer will release quickly a large quantity of airfrom the train pipe. This will cause a great preponderance of pressureagainst emergency-piston 10, and the small port 13 therein will not belarge enough to permit such volume to rush therethrough to supply thedepletion of air in the valvechamber 12 quieklyenough. Hence theemergency-piston will be driven quickly to the right (in the drawings)and the comparatively large emergency-port 22 in the valve 20 will bebrought opposite the large port 51 to permit a quick rush of air throughpassage to the brake-cylinder. At the same time the crossover-port 21 ofthe valve will be brought opposite the ports 17 and 18, and anypreponderance of pressure in the train-pipe will be exhausted into theVHilVerUhHllnb6I'12, and hence equalized with the service-reservoir andthe brake'cylinder through 17, 21, 18, 42, 41, 43, 11, 45, 50, and 12.The cylin drical bore has a cut-away portion 53, which permits the airto pass freely around the piston 10 from the chamber into thecylindrical bore when said piston is moved out- \vardly. In themeanwhile the graduationpiston is of course out as far as it will go andthe reinforcing-reservoir is in communication with the brake cylinder byreason of ports 49 and 31 being opposite the valve-port 28. After theservice-reservoir, brake-cylinder, and train-pipe have all beenequalized the emergency-piston will gradually return to its normalposition, the action of the spring 25 being such as to insure this, andthe spring 36 will partially return the graduation-piston and valve, sothat the ports 49 and 31 are out of register with the valve-port 28 andthe reinforcing-reservoir is cut off. The emergencypiston havingreturned to its normal position, the-ports 17 and 18 are closed by theemergency-valve and the train-pipe will be closed with a pressuretherein equal to that in the service-reservoir and brake-cylinder, whichin fully-expanded condition would ordinarily be about forty pounds tothe square inch.

Should an accident occur and the trainpipe be broken, the check-valve 41would prevent the air from the service-reser voir discharging into thetrain-pipe while the ports 17 and 18 are in communication.

By reference toFig. 9 it will be seen that, if desired, I may open thedischarge-passage 42 directly to the atmosphere through port 44: insteadof connecting same with port 4-3. The connection shown in Fig. 4E,however, is preferable, as in case of emergency any excess of pressurein the train-pipe is utilized for braking purposes.

I may of course, if desired, use certain parts of my invention withoutothers. For instance, I. may, if I so desire, use my improvements in thetriple-valve mechanism without using the reinforcing-reservoir, andnumerous modifications of my several improved devices may be resorted towithout departing from the spirit and scope of my invention.

What I claim is- 1. In an air-brake system the combination with abrake-cylinder, a train-pipe, a service- 'reservoir and areinforcing-reservoir, of an automatic valve mechanism, adapted undervariations of pressure in the train pipe, firstly, to permit freecommunication between said service-reservoir and saidreinforcingreservoir in either direction under normal or runningconditions; secondly, to close communication to or from saidreinforcing-reservoir and to open communication between saidservice-reservoir and said brake-cylinder, under ordinary service-stopconditions; and thirdly, to open communication between both saidreservoirs an (1 said brakecylinder under full service-stop conditions.

2. In an air-brake system the combination with a brake-cylinder, atrain-pipe, a servicereservoir and a reinforcing-reservoir, of anautomatic valve mechanism, adapted under variations of pressure in thetrain pipe, firstly, to permit free communication between saidservice-reservoir and said reinforcingreservoir in eitherdirection'under normal or running conditions; secondly, to closecommunication to or from said reinforcing-reservoir and to opencommunication between said servicereservoir and said brakecylinder,under ordinary service stop conditions; thirdly, to open communicationbetween both said reservoirs and said brake-cylinder under fullservice-stop conditions, and fourthly, to open communication between theservicereservoir and the brake-cylinder through a large or emergencyport under emergency conditions.

3. In an air-brake system the combination with a brake-cylinder, atrain-pipe, a servicereservoir and a reinforcingreservoir, of a valve, avalve-chamber, ports leading from said valve-chamber to theservice-reservoir, to the reinforcing-reservoir, to the brake-cylinder,and to an exhaust, said valve adapted, when in its position at one endof its stroke to open the ports leading from the valve chamber to theservice-reservoir, and t0 the reinforcing-reservoir, to close the portleading from the valve-chamber to the brake-cylinder, and to put incommunication ports leading to the brake-cylinder and to the exhaust,when in an intermediate position, to open ports leading from thevalve-chamber to the service-reservoir and to the brake-cylinder, toclose the port leading from the reinforcing-reservoir and to close theport leading to the exhaust, and when in its position at the oppositeend vof its stroke to open in addition to the ports opened when in anintermediate position, the port leading from the interior of theValve-chamber to the reinforcing-reservoir, whereby thereinforcing-reservoir is put in communication with the brakecylinder,and means for operating said valve.

4. In an air-brake system the combination with a brake-cylinder, of'anouter casing surrounding same, the space between the outer casing andthe brake-cylinder divided into two chambers by a diaphragm arrangedlongitudinally thereof, the said chambers being adapted to be used asreservoirs for air under pressure. I

5. In an air-brake system the combination with a brake-cylinder, atrain-pipe, a servicereservoir, a reinforcing-reservoir and a valvechamber, ports leading from said val ve-chamher to the service-reservoirand to the reinforcing-reservoir, a service-port leading from thevalve-chamber to the brake-cylinder, an'

emergency-port of larger size leading from the valve-chamber to thebrake-cylinder, and

a port connecting the brake-cylinder with the exhaust, of a valveadapted, firstly, to put in communication the ports leading to theservice-reservoir and to the reinforcing-reservoir, to close theservice-port from the valve-chamber to the brake-cylinder and to openthe port connecting the brake-cylinder with the eX- haust; secondly, toput in communication the port leading to the service-reservoir and theservice-port leading to the brake-cylinder, to close the port leadingfrom the valve-chamber to the reinforcing'reservoir and to close theport connecting the brake-cylinder with the exhaust; and thirdly, toopen, in addition to the ports opened by the said valve under saidsecond conditions, the port leading from the valve-chamber to thereinforcing-reservoir, whereby the said port is put into communicationwith the brake-cylinder; and an emergency-valve, adapted to open thesaid emergency-port.

6. In an air-brake system the combination with a brake-cylinder, atrainpipe, a serviceits reservoir and a reinforcing-reservoir, ot' avalve mechanism arranged to govern (0H1- mnnication betweentheservice-reservoir, the reinforcing-reservoir and the brake-cylinder,and an emergency-valve arranged to govern communication between theservice-reservoir and the brake-cylinder, and at the same time to governcommunication between the trainpipe and a discharge-passage.

7. In an air-brakesystem the combination with a brake-cylinder, atraimpipe, a service reservoir and a rein t'orcingreservoir, of a valvemechanism arranged to govern eommunication between theservice-reservoir, the

reinforcing-reservoir and the brake-cylinder, and an emergencyvalvearranged to govern comm nnication between the service-reservoi r and thebrake-cylinder, and at the same time to govern communication between thetrainpipe and a discharge-passage leading to the brak ecyli nder.

8. In an air-brake system the combination 1 \Vli h a brake-cylinder, atrain-pipe, a servicereservoir and a reinforcing-reservoir, of a valve,a valve-chamber, ports leading from said valve-chamber to theservice-reservoir, to the rel nforcirig-reservoir, to thebrake-cylinder, and to an exhaust, said valve adapted, when in itsposition at one end of its stroke to open the ports leading from thevalvechamber to the service-reservoir, and to the reinforcing-reservoir,to close the port leading from the valve-chamber to the brake-cylinder,and to put in communication ports leading to the brake-cylinder and tothe exhaust, when in an intermediate position to open ports leading fromthe valve-chamber to the service-reservoir and to the brake-cylinder, toclose the port leading from the reinforcing reservoir and to close theport leading to the exhaust, and when in its position at the oppositeend of its stroke to open, in addition to the ports opened when in anintermediate position, the port leading from the interior of thevalve-chamber to the reinforcing-reservoir, whereby thereinforcingreservoiris put in communication with the brake-cylinder, andan impositive stop, limiting, against spring-pressure, the movement ofthe valve beyond its intermediate position, and means for operating saidvalve.

9. The combination in a valve mechanism with a casing, a piston, and agraduating and releasing valve controlled by the movement of saidpiston, said valve arranged to govern communication between anair-reservoir and a brake-cylinder, and the brake-cylinder and anexhaust, respectively,of a piston, mounted and arranged to moveindependently of said first-mentioned piston and an emergencyvalvecontrolled by the movement of said lastnamed piston, the movement ofsaid emergency-valve being adapted, mechanically, to force the movementof said first-mentioned valve in one direction.

10. The combination in a valve mechanism with a casing, a piston and agraduating and releasing valve controlled by the movement of saidpiston, said valve arranged to govern communication between anair-reserv0ir and controlled by the movement of said lastnamed piston,the movement of said emergency-valve being adapted, mechanically, toforce the movement of said mentioned valve in one direction, and aspring for returning the said last-named piston to its normal position.

ll. The combination in a valve mechanism of a valve-casing, avalve-chamber, a graduating and releasingvalve arranged in said chamberand controlling ports leading to an air-reservoir, a brake-cylinder andan exhaust, a graduation-piston open on one side to said chamber and onthe other to a trainpipe, an em ergencywalve, and an emergencypiston,adapted to control in its movements the movements of the saidemergency-valve, said emergency-piston being open on one side to thesaid valve-chamber and on the other side to the said reservoir.

12. The combination'in a valve mechanism of a valve-casing, avalve-chamber, a graduating and releasing valve arranged in said chamberand controlling ports leading to an air-reservoir, a brake-cylinder andan eX- haust, a graduation-piston arranged at one 0 end of said chamberand open on one side to said chamber and on the other to a trainpipe, anemergency-valve also mounted in said valve-chamber, and anemergency-piston arranged at the opposite end of said cham- [o5 ber andopen on one side to the said chamber and on the other side to the saidreservoir.

13. In an air-brake system the combination with a train-pipe, anair-reservoir and a brake- 10 cylinder, of a valve mechanism including avalve-casing, a valve-chamber, a graduating and releasing valve arrangedin said chamber and controlling ports leading to the air-reservoir, thebrake-cylinder and an exhaust, a

graduation-piston open on one side to said chamber, and on the other tothe train-pipe, an emergency-valve also mounted in said chamber, and anemergency-piston mounted in a cylindrical bore in a head of the air-res-12o ervoir, and open on one side to said reservoir and on the other tosaid valve-chamber.

14:. In an air-brake system the combination with a service-reservoir anda reinforcingreservoir combined, a train-pipe and a brakecylinder, of atriple-valve device including a valve-chamber, a graduating andreleasing valve arranged in said valve-chamber, and controlling portsleading to the service-reservoir, the reinforcirig-reservoir, thebrake-cylx53 inder and an exhaust, a graduation-piston, open on one sideto said chamber and on the other to said train-pipe, an emergency-valvealso mounted in said chamber, and an emergeney-piston mounted in acylindrical bore in a head'of the combined service and reinforcingreservoirs, said emergency-piston being open on one side to theservice-reservoir and on the other to the valve-chamber.

15. In an air-brake system the combination with a service-reservoir, areinforcing-reservoir, a train-pipe and a brake-cylinder, of a valvemechanism including a valve-chamber, a graduating and releasing valvecontrolling ports leading to the service-reservoir, the re inforcingd'eservoir the train-pipe and an exhaust, a graduation-pistonopen on one side to the said valve-chamber and on the other side to thelrain-pipe, an emergency-valve controlling an emergency-port and a cominnnication between the train-pipe and a dischargepassage, and anemergency piston open on one side to the said valve-chamber and on' theother side to the service-reservoir.

16. In an air-brake system the combination with a service-reservoir, areinforcing-reservoir, a train-pipe and a brake-cylinder, of a valvemechanism including a valve-chain her, a graduating and releasing valvecontrolling ports leading to the service-reservoir, the reinforcing-reservoir, the train-pipe and an exhaust, a graduation-pistonopen on oneside .to the said valve-chamber and on the other side to thetrain-pipe, an emergency-valve controlling an emergency-port and acommunication between the train-pipe-and a discharge'passage, annnergency-piston open on one side to the said valve-chamberand on theother side to the service-reservoir, and a communication between thesaid train-pipe discharge-passage and that side of the emergency-pistonwhich is open to the service-reservoir;

17. In an air-brake system the combination with a service-reservoir, areinforcing-reservoir, a train-pipe and a brake-cylinder, of a valvemechanism including, a valve-chamber,

a graduating and releasing valve controlling other side to theservice-reservoir, a commnnication between the said train-pipedischarge-passage and that side of the emergency-piston which is open tothe service-reservoi r, and a non-return check-valve arranged in saidlast-named passage.

Signed by me at New York, N. Y., this 5th day of September, 1899.

JOSEPH E. NORMAN D.

Witnesses:

J NO. S. PARKER, A. J. BRIsLIN;

